Locomotive



A. T. KASLEY.

LOCOMOTIVE.

APPLICATION FILED JUNE 6.1919.

1 5405,8 18. Patented Feb. .7, 1922.

3 SHEETS-SHEET I.

FIG 1 ATTORNEY/5.

A. T. KASLEY.

LOCOMOTIVE.

APPLICATION FILED- :um: 6.1919.

Patented Feb. 7, 1922.

3 SHEETSSHEET 2.

ATTORNEY i,

A. T. KASLEY.

LOCOMOTIVE.

APPLICATION FILED JUNE 6. 1919.

1,405,848 Patented Feb. 7, 1922.

-3 SHEETS-SHEET 3- I ATTORNEY 8f UNITED STA'ELES ?ATENT 0FF1CE.

ALEXANDER '1. KASLEY, 0F TINICUM TOXVNSHEP, DELAWARE COUNTY, PENNSYL- I VANIA, ASSIGNOR TO WESTINGHOUSE ELECTRIC 6e MANUFACTURING (10., A COR- PORATION OF PENNSYLVANIA.

LOCOll-IGTIVE.

Application filed June 8,

To all whom it may; concern:

Be it known that I, ALEXANDER T. Kasnnr, a citizen of the United States, and a resident of Tinicum Township, in the county of Delaware and State 01: Pennsylvania, have made a new and useful Invention in Locomotives, of which the following is a specification.

This invention relates to locomotives and similar apparatus and has for an object to produce a new and improved power developing system which is adapted to be employed in connection with such apparatus.

A further object is to produce a new and improved auxiliary electric drive which may be applied to a steam locomotive for the purpose of increasing the tractiveeiiort and the eiliciency of the locomotive.

A further object is to produce such apparatus in which means are employed for controlling the apparatus without materially increasing the duties of the attending engineer over the duties now required on the ordinary steam locomotive.

These and other objects which will be made apparent throughout the further description of my invention are attained by means of apparatus embodying the features herein described and illustrated in the drawings accompanying and forming a part hereof.

In the drawings; Fig. 1. is a diagrammatic view of a locomotive and tender equipped with apparatus embodying my invention.

Fig. 2. is a diagrammatic view of apparatus embodying my invention.

Fig. 3 is a wiring diagram which may be employed in connection with the apparatus illustrated in Fig. 2.

Except at the highest speed the power of a locomotive is limited by the adhesion between the driving wheels and the rail. In addition the power developing capacity of the locomotive is limited by the capacity of the boiler. In order to increase the amount of power capable of being developed by the present locomotive it appears to be necessary to increase the tractive eiiort by increasing the number of driving wheels and also the efficiency of the power developing apparatus. In increasing the tractive effort I employ a low pressure turbine, which normally operates on steam exhausted from the locomotive cylinders and which drives an Specification of Letters Eatent.

Patented Feb. '7, 1922.

1919. Serial No. 302,259.

electric generator. The turbine exhausts into a condenser and thus utilizes the energy of the steam more completely. In addition to this va 'ious wheels of the train are equipped with motor drive, the motors re ceivin current from the generator, and as a result the adhesion of a greater number of the weight carrying wheels is utilized. A feature of my invention is the control apparatus which renders it possible for one man to drive the locomotive and operate the electrical apparatus. In the apparatus illustrated, the same levers are employed for controlling the steam and electrical apparatus. At low speed the locomotive cylinders cannot utilize all the steam the boiler is capable of generating and, as a result, the locomotive cannot develop maximum power at the time when maximum power is most needed. I improve this condition by employing a high pressure turbine which is capable of receiving steam direct from the boiler and which aids in supplying operating current to the motors while the locomotive is 0* crating at low speeds.

lieiterring to the drawings and particularly to Fig. 1: The locomotive cylinders 8 (one only being'shown) receive steam from the locomotive boiler in the usual manner, but are arranged to exhaust into a low pressure line 9 which. to some extent, performs the function or a receiver. A. low pressure turbine 10 and a high pressure turbine 1E2 operate in conjunction with the cylinders 8 in supplying propulsive effort to the train through the agency of electric generators driven by the turbines and electric motors operatively connected to different trucks associated with the locomotive. The high pressure turbine 12 may be located at any convenient place where suitable high pressure steam connections are available. I have illustrated this turbine mounted on the forward extension of the frame of the locomotive, since with the type of engine illustrated high pressure steam connections between the boiler and the turbine may be conveniently made. The low pressure turbine is shown mounted on the tender and in open communication with the low pressure steam line 9. The diagram of Fig. 2 illustrates steam connections and control apparatus which may be employed in carrying out my invention.

As shown in Fig. 2, steam is delivered from the locomotive boiler to a throttle valve 5 by means of a conduit 6, and then through a conduit 7 to the cylinder 8 of the locomotive. As shown, the steam exhausted from the cylinder 8 is conducted through a passage 9 to the inlet of the low pressure turbine 10. I have also shown a conduit 11 which connects an inlet valve 24 of the turbine 12 with the steam chest of the cylinder 8 and consequently with the conduit 7. The conduit 11 is provided with an automatically operated valve 11, the operation of which will be hereinafter described. I have also shown a conduit 11 which connects the conduit 6 with a second inlet valve 24 of the high pressure turbine 12. These inlet valves are preferably so arranged that each controls the delivery of steam through a separate set of steam delivery nozzles. A hand valve 11 is provided in the conduit 11 for regulating the direct flow of steam from the boiler to the high pressure turbine 12 and also to such auxiliaries, (circulating pumps, etc.,) as are operated continuously.

As shown in Fig. 2, the high pressure turbine 12 exhausts into the low pressure turbine 10 through a conduit 13. (Fig. 1 shows the exhaust connection of the turbine 12 in communication with the low pressure steam line 9.) The low pressure tur bine 10 is provided with an exhaust connection 14, which communicates with a condenser 51. The turbines 10 and 12 respectively drive generators 15 and 16 which are electrically connected with a motor 17. The motor 17 may be geared or otherwise opera tively connected to the running gear of either the engine, the tender, or other parts of the train, and it will be understood that the motor installation may be duplicated any desired number of times, without the necessity of changing the illustrated method of motor control.

As illustrated, the turbine 12 is controlled by means of a governor 19 which is driven by the turbine 12 ina manner well known to those skilled in the art. As shown, the governor 19 is connected by means of a link 20 to a floating lever 21, one end of which controls a rheostat 22 by means of suitable links 23, and the other end of which controls inlet valves 24 and 24 of the turbine .12 by means of links 25. I have illustrated a spring 26 which is adapted to oppose the pull of the governor 19 and which is attached to the links 25. A plunger 27 attached to the links 23 is controlled by a solenoid 28. As illustrated, the upward movement of the plunger 27 is limited by a stationary stop 29.

I have also illustrated a governor 30 for controlling the speed of the low pressure turbine 10. The governor 30 is driven by the turbine 10 and as shown is connected to a floating lever 31 by means of links 32. One end of the lever 31 is shown connected to a valve 33 which is adapted to admit air to the exhaust connection 14 and the other end of the lever is connected to two rheostats 34 and 36 and a plunger 37 by means of links 38'. The plunger 37 operates in a solenoid 38 and, as shown, its upward movement is limited by a stationary stop 39. I have shown a spring 39 attached to the floating lever 31 at a point adjacent the valve 33, and adapted to oppose the pull of the governor 30.

As illustrated the throttle valve 5 is controlled by a throttle lever 40 which is also connected to a double field switch 41 by means of a link 41. The reverse and cutofl? mechanism (not shown) of the locomotive is controlled by means of a reversing lever 42 to which it is connected by a link 43. As shown, the lever 42 controls: the valve 11 in the conduit 11 by means of two cams 43 and 44 on the link 43. These cams are arranged to open the valve 11 when the lever 42 is set for a long cutoil" either ahead or reverse. The lever 42 is also connected to a reversing switch 45 by means of links 46, and the switch 45 is connected by means of links 47 to the field switch 41 in such a manner that the switch 41 will be opendurs ing the instant that the reversing switch is breaking and making contact while being, thrown from either the ahead or the reverse position. I have shown a thermostatically controlled rheostat 48 in the circuit of the motor 17 for preventing overheating of the motor when subjected to excessive current, as will hereinafter be more fully described.

In Fig. 3, I have shown a wiring diagram oi the apparatus illustrated in Fig. 2. As illustrated, the. generators 15 and 16 are connected in parallel to the motor 17. The field switch 41, the reversing switch 45, the rheostats 22, 34 and 36, the solenoids 28 and 38 and the thermostatically controlled rheostat 48 are all diagrammatically illustrated in the wiring diagram. One side of the field switch 41 is connected to the field 77 of the generator 16 by a wire 78. The other side of this switch is connected to the field 79 of the generator 15 by a wire 80. The return wire 81 of the circuit including wire 78 is connected to one terminal of the rheostat 22, and the other terminal of the rheostat is con-. nected to the brush 82 of the generator 16 by wire 81. The return wire 83 of the circuit including the wire 80 is connected to one terminal of the rheostat 34, and the other terminal of the rheostat is connected to the brush 84 of the generator 15'by a wire 83 The diagrammatically illustrated blades of the switch 41 are adapted to simultaneously connect the wires 7 8 and 81 and the wires 80 and 83 respectively, thus completing two separate circuits, one of which is the control circuit of the field of the generator 16, and the other of which is the control circuit of the field of the generator 15. The reversing switch 45 is located in the field circuit of the motor 17 and is adapted to reverse the flow of current through the field 85 of that motor. The rheostat 36 is connected as a shunt around the field 85 of the motor and is so arranged that it is capable of controlling the flow of current through the field 85 with the reversing switch 45 in either position. As illustrated, one terminal of the switch 45 is connected to one terminal of the field 85 by a wire 86. The solenoid 38 includes two coils, one shown in full and one in light lines. One terminal of the heavy line coil is connected to the second terminal of the switch 45 by wire 87, and the other terminal is connected to the wire 88, which connects one terminal of the rheostat 36 with the field 85. The other terminal of the rheostat is connected to the wire 86 by a wire 88. One terminal of the second coil of the rheostat 38 is connected by a wire 49 to a common terminal 89 of the generators l5 and 16. The other terminal of the second coil is connected by wire 90 to one terminal of the rheostat 48. The other terminal of this rheostat is connected by means of a wire 91 to a wire 92, which is connected to one terminal of the solenoid 28. The other terminal of this solenoid is connected by wire 93 to the brush 82 of the generator 16 and also to'the wire 81 which, as has been said, is connected to a terminal of the rheostat 22. The wire 91 is also connected to the brush 84 of the generator 15 by wire 94. As has been said, the brush 84 is also connected to the rheostat 34. The brushes 95 and 96 of the generators l5 and 16 respectively are connected together by an equalizing connection 97. Each of these brushes is connected to one terminal of the generator field. The wire 91 is connected to a heating coil of the thermostatically controlled rheostat 48. The other terminal of this coil connects with a brush 99 of the motor 17. The other brush 100 of the motor is connected to a terminal of the switch 45 by means of a wire 101. The fourth terminal of the switch 45 is connected by wire 102 to the terminal 89 of the two generators 15 and 16. I

The thermostatically controlled rheostat 48 includes the usual resistance 103 and the usual rheostat arm 104. This arm is adapted to be actuated by means of a link 105 which is operatively connected to a flexible diaphragm 106. This'diaphragm forms one wall of a hermetically sealed chamber 106 in which the coil 98 is located. The coil 98 is in efi'ect a heating element and variations in temperature occasioned by this element cause variations in pressure within the chamber 106 and consequently variations in the position of the diaphragm 106 and the arm 104. While the chamber 106 may be filled with air, it is preferably filled with some liquid, such as alcohol, which evaporates at a relatively low temperature. WVith this arrangement, the rheostat 48 will vary the current flow to the motor 17 in response to variations in the temperature of the coil 98. The thermal and electrical characteristics of the rheostat 48' bear a deiinite relation to the thermal and electrical characteristics of the motor 17.

The operation of the apparatus is as follows: Steam is first delivered to at least one nozzle of the turbine 12 by opening the hand valve 11 This causes the generator 16 to: come partially up to speed. The opening of the throttle valve 5 delivers steam to the 10- comotive cylinders and also to the inlet valve 24 of the turbine 12. This increases the flow of steam to the turbine 12 and brings it up to full speed. As has been described, the moving of the lever 40 for the purpose of opening the throttle 5 closes the switch 41, thereby completing the field circuits of both generators 15 and 16. As the diagram shows, the generator 16 is of the self-exciting type (being shown as compound wound) consequently the simultaneous closing of the switch 41, opening of the valve 5 and the rise in speed of the generator causes the field of this generator to build up and the current flowing from the generator 16 excites the field of the generator 15. The excitation current of the field 79 may flow from the brush 96 of the generator 16 to the wire 97 the field 79, the wire 80, one side of the switch 41, the wire 83,the rheostat 34, the wire 83", the wire 94, the wire 92, the solenoid 28 and the wire 93 back to the brush 82. At the time of starting the locomotive, the supply of steam to the turbine 10 driving the generator 15 is below normal, the turbine 10 is at that time receiving a small quantity of low pressure steam from the turbine 12 and also a small quantitly from the cylinders of the locomotive. owever, under the combined influence of this supply of steam and the current delivered to its armature by the generator 16, the generator 15 rapidly comes uptospeed. The circuit delivering current to the armature of the generator 15 includes the brush 96 of the generator 16, the wire 97, the brushes 95 and 84 of the generator 15, the wire 94, the wire 92, the solenoid 28, the wire 93 and the brush 82 of the generator 16. There will also be a flow of current through the motor 17 as will be indicated by tracing the following circuit. The brush 96 delivers current to the terminal 89 which flows through wire 102, the switch 45, the wire 86, the field 85, the wire 88, the solenoid 38, the wire 87, the switch 45, the wire 101 to the brush 100 of the motor, the brush 99, the coil 98, the wire 92, the solenoid 28, the wire 93 and the brush 82 of the generator 16. This current will cause the motor 17 to aid in starting the train. If the turbine 12, for example, exceeds the normal speed, the governor 19 operates first to move the rheostat 22, thus increasing the excitation of the field 77 and thereby causing the generator to deliver more current to the motor 17. As soon as the current reaches a safe maximum, the solenoid 28 becomes powerful enough to pull down the plunger 27, causing the other end of lever 21 to rise and shut off the steam to the turbine 12 by closing both the valves 2 1 and 24. Similarly, if the turbine 10 exceeds a safe speed, the governor 30 will actuate the rheostats 34 and 36 which. respectively increase the field of generator 15 and diminish the field of motor 17, both of which tend to cause an increase in the flow of current to the motor. If the flow of current to the motor exceeds a. safe maximum, the solenoid 38 acting through the first coil (which is indicated by heavy lines) will be able to move the plunger 37 and elevate the other end of lever 31. which will admit air through valves 33 to the exhaust connection 1 1 and thereby break the vacuum and diminish the power output of the turbine. A current which would be safe as the maximum current for the motor when cold or at starting might be excessive after the motor has been running and is heated up. The coil 98 will, however, heat up as the motor heats up and will occasion an automatic operation of the rheostat 48 delivering current to the second coil of solenoid 38 shown in light lines) so that the solenoid 38 will be able to operate plunger 37 with less current flowing through the motor.

As illustrated, the switch 41 is rovided with an arm 110 which, when the other arms of the switch are in the open posit-ion, closes the circuit including the wire. 111, the series field'coils of both generators 15 and 16, the

wire 97 and the wire 112. This is for the generator 16 will no longer carry any appreciable part of the load.

If under any conditions of operation the turbine 12 should run above speed after the rheostat has been moved to the maximum field position, the plunger 27 will strike against stop 29 and further motion of the governor will then raise the other end of the lever 21, closing the valves 24 and 24.

A similar stop 39 performs the same office for turbine 10 and governor 30 by causing the valve 33 to open after the rheostats 34 and 36 have been moved to the position of greatest load.

If the engineer desires to reverse the 10- comotive by throwing lever 42 to the reverse position, he automatically reverses switch 45 which reverses the flow of current through the field 85 of the motor 17 and causes the motor to exert its torque in the opposite direction. Thelink 47 is employed to minimize the destructive effect of arcs in the switch 15 by reducing the fields of generators 15 and 16 at the instant of reversal.

In the illustrated embodiment of the invention I have disclosed a reduction gearing 112 between the turbine 12 and the electric generator 16, and a similar reduction gearing 113 between the turbine 10 and the generator 15. By employing a reduction gearing it is possible to employ a high speed turbine and in this way maintain the efiiciency and reduce the weight of the driving apparatus. r

In Fig. 1, I have illustratedan arrange- I ment of apparatus for condensing the steam exhausted from the low pressure turbine and for cooling the condensing water or the mixture of condensing water and water of condensation. The condenser 51 illustrated is of the ejector type and discharges into the inlet of a pump 114. The pump delivers the water to a spray pipe 116 located at or near the top of a cooling chamber 117 formed in the tender. The rear wall of the chamber 117 is provided with air admission openings 118, designed to admit air in such a way that it will be drawn across the water spray delivered from the pipe 116.' The flow of air through the chamber 117 is induced by a fan 119 located near the top of the chamber and designed to operate as an air impelling device and also a separator. The two pumps are driven by a turbine 120 through the agency of reduction gears 121' and 122. The turbine 1.20 may receive high to open first may deliver into the low pressure steam system whereas the other discharges into the atmosphere. With such an arrangement a large portion of the steam ordinarily wasted by the opening of the safety valve will be conserved, and in addition, the second safety valve will ensure a free outlet to the atmosphere, and thereby perform all the functions of a safety valve. It will be understood that while I have described a preferred embodiment of my invention, various modifications, additions, and omissions may be made in both the apparatus illustrated and the methods of oper ation described without departing from the spirit and scope of the invention as set forth by the appended claims.

What I claim is:

1. In combination in a locomotive, a steam engine cylinder, a turbo-generator, a low pressure turbo-generator operating on steam discharged from the cylinder and the first mentioned turbo generator, and means for employing the current generated by the generators in driving the locomotive.

2. Ina locomotive, an engine mechanism, a turbo-generator, means for controlling the delivery of live steam to the engine mechanism and the turbo-generator, means for separately delivering live steam to the turbogenerator, and means for employing the current generated by the generator in driving the locomotive.

3. In a locomotive, an engine mechanism, a turbo-generator, means for controlling the delivery of motive fluid to the engine mechanism and the turbo-generator, means for separately delivering motive fluid to the turbo-generator, a low pressure turbo-generator operating on motive fluid discharged from the engine mechanism and the other turbo-generator, and means for employing the current generated by the generators in driving the locomotive.

4:. In combination in a locomotive, a steam generator, running gear, an engine connected thereto, a throttle mechanism for controlling the delivery of steam to the engine, a reversing mechanism, a turbine operating on steam from the steam generator, an electric generator operatively connected thereto, a motor operatively connected to the running gear and operating on current from the electric generator, and means operated by the throttle mechanism for controlling the delivery of current to the motor.

5.. In combination in a locomotive, a steam generator, running gear, an engine connected thereto, a throttle mechanism for controlling the delivery of steam to the engine, a reversing mechanism, a turbine operating on steam from the steam generator, an electric generator operatively connected thereto, a motor operatively connected to the running gear and operating on current from the electric generator, means operated by the throttle mechanism for controlling the delivery of current to the motor, and means operated by the reversing mechanism for reversing the motor.

6. In combination in a locomotive, a steam generator, running gear, an engine connected thereto, a throttle mechanism for controlling the delivery of. steam to the engine, a reversing mechanism, a turbine operating on steam from the steam generator, an electric generator operatively connected thereto, a motor operatively connected to the running gear and operating on current from the electric generator, means operated by the throttle mechanism for controlling the delivery of current to the motor, means operated by the reversing mechanism for reversing the motor, and means for preventing excessive loading of the electric generators.

7 In combination with a locomotive, a turbo-generator, speed responsive means for controlling the speed thereof, and means responsive to the current generated for also controlling the speed of the turbo-generator.

8. In combination with a locomotive, a turbo-generator, motors operatively connected to the running gear of the locomotive and receiving current from the turbogenerator, and means responsive to the current generated for controlling the field strength of the turbo-generator.

9. In combination with a locomotive, an auxiliary power developing system including an electric generator, an engine for driving said generator, a motor receiving current from said generator, and means responsive to variations in current for controlling the operation of said engine.

10. In combination with a locomotive, an auxiliary power developing system includ ing an electric generator, a low pressure engine receiving motive fluid exhausted from the locomotive cylinders for driving said generator, a motor receiving current from said generator, a condenser into which said engine exhausts, means for breaking the vacuum in said condenser and means responsive to variations in the current delivered by'said generator for controlling the operation of said vacuum breaking means.

11. In combination with a locomotive, an auxiliary power developing system including an electric generator, an engine for driving the generator, a motor, a distributing system for delivering current from the generator to the motor, and a temperature responsive device included in said distributing system for controlling the operation of said engine.

12. In combination with a locomotive, an auxiliary power developing system including an electric generator, a low pressure englne receiving steam from the cylinders of' the locomotive, a. motor receiving current from said generator, and means responsive to variations in the current and controlled by the speed of the engine for controlling the operation of said engine.

13. In combination with a locomotive, an auxiliary power developing system including a high pressure turbine receiving steam from the locomotive boiler, a low pressure turbine adapted to receive steam from the high pressure turbine and from a cylinder of the locomotive, a separate generator driven by each turbine, a distributing system connected to both enerators, and a motorconnected to said c istributing system.

14. In combination with a locomotive, an auxiliary power developing system including a high pressure turbine receiving steam from the locomotive boiler, a low pressure turbine adapted to receive steam from the high pressure turbine and from a cylinder of the locomotive, a separate generator driven by each turbine, a motor capable of receiving current from both generators and electrical connections between said generators'whereby the current from the generator driven by the high pressure turbine assists in bringing the low pressure turbine up to speed.

15. In combination with a locomotive, an auxiliary power developing system including a high pressure turbine receiving steam from the locomotive boiler, a low pressure turbine adapted to receive steam exhausted from the high pressure turbine and from a cylinder of the locomotive, a separate generator driven by each turbine, a motor adapted to receive current from said generators and means for delivering current from the generator driven by the high pressure turbine to the armature of the generator driven by the low pressure turbine for the purpose ofi assisting in bringing the low pressure turbine up to speed.

7 16. In combination with a locomotive, an auxiliary power developing system including a low pressure engine adapted to receive steam from a cylinder of the locomotive, a safety valve for the locomotive boiler, and means for delivering the steam issuing from the safety valve to the low pressure turbine.

.17. In combination with a locomotive, an auxiliary power developing system including a high pressure turbine, a low pressure turbine adapted to receive steam from the high pressure turbine and from a cylinder of the locomotive, a separate electrical generator driven by each turbine, a motor adapted to receive current from both generators, and means responsive to current generated for controlling-the operation of each turbine.

18. In combination with a locomotive, an auxiliary power developing system including a high pressure turbine, a low pressure turbine adapted to receive steam from the high pressure turbine and from a cylinder of the locomotive, a separate electric gen- .erator driven by each turbine, a motor adapted to receive current from both generators, and means responsive to the current for cutting. down the supply of steam to the high pressure turbine.

19. In combination with a locomotive, an auxiliary power developing system including a high pressure engine, an electric generator driven by said engine, a low pressure engine adapted to receive motive fluid exhausted from said high pressure engine and a cylinder of the locomotive, an electric generator driven by the low, pressure engine, a motor adapted to receive current from both generators, and means whereby current generated by one generator is adapted to be employed in assisting to bring the other generator up to speed.

20. In combination with a locomotive, an auxiliary power developing system including a high pressure engine, adapted to receive steam from the locomotive boiler, an electric generator driven by said engine, a low pressure engine adapted to receive steam exhausted from the high pressure engine and at least one cylinder of the locomotive,

an electric generator driven by said low pressure engine, means controlled by the reversing mechanism of said locomotive for proportioning the steam supply from the boiler to the high pressure engine, and means for controlling the low pressure engine by varying the back pressure on said engine.

21. In combination with a locomotive, an auxiliary power developing system including a high pressure engine receiving steam from the locomotive boiler, an electric generator driven by said engine, a low pressure engine receiving steam exhausted from the high pressure engine and at least one cylinder of the locomotive, a distribution system into which both engines deliver power, a wheel driving motor included in said system, means controlled by the operating mechanism of the locomotive for proportioning the delivery of steam to the high pres- .sure engine, means responsiveto the speed of the low pressure engine and to the current delivered to said distribution system for controlling said low pressure engine by varying the back pressure under which said engine operates.

22. In combination with a locomotive and its tender, a high pressure turbine mounted on the locomotive and receiving steam from the locomotive boiler, an electric generator driven by said turbine, a low pressure turbine mounted in the locomotive tender and receiving steam from the high pressure turbine and from a cylinder of the locomotive, an electric generator driven by said low pressure generator, an electrical distribution system to which both' generators are electrically connected, a wheel driving motor included in said distribution system, a condenser into which said low pressure turbine exhausts, and a cooling chamber in which water withdrawn from the condenser is cooled.

23. In combination with a locomotive, low

pressure power developing apparatus, two safety valves for the locomotive boiler, and means for delivering steam passing one of said valves into the loW pressure apparatus.

24. A method of augmenting the power of a locomotive which consists in employing an engine operating on high pressure steam from the locomotive boiler, in generating electrical energy, in expanding the steam exhausted "from the locomotive cylinders and said engine to a pressure below atmospheric 7 pressure in doing Work, in employing the ork so done in develo ing electrical energy and in employing the electrical energy so developed in assisting to drive the locomotive.

25. A method of augmenting the power of'a locomotive which consists in expanding the steam issuing from the locomotive cylinders in a low pressure turbine, in employing the power so developed in generating electric current, in employing the cur rent in assisting to drive the locomotive, and in employing a turbo-generator operating on high pressure steam to augment the electric current supply and the low pressure steam supply While the locomotive is running at low speeds.

26. In combination in a locomotive, a pressure generator, an engine mechanism, a turbo-generator, means for controlling the delivery of motive fluid from the pressure generator to the engine mechanism, means operated by said controlling means for controlling the delivery of motive fluid to the turbo-generator, and means for employing the current generated by the generator in driving the locomotive.

27. In combination in a locomotive, a steam generator, running gear, an engine connected thereto, a reversmg mechanismfor said engine, a turbo-generator, a motor operatively connected to the running gear and operating on current from the turbogenerator, and means operated by the reversing mechanism for reversin the motor.

In testimony whereof, have hereunto subscribed my name this 2d day of June,

ALEXANDER T. KASLEY. Witness:

JAMES Gross. 

